 |
 |
|
|
CBR600RR / CBR600F4i / CBR1000RR / RS125R / RS250R |
 |
|
|
•Important items in proceeding
suspension settings
Road holding feel - stability - turning
capability - lightness
What you should note in proceeding suspension settings is that road
holding feel and stability are in some sense incompatible with turning
capability and lightness. For these reasons, giving priority to
stability very much will result in better riding comfort, but slow in
time settings. They should be well balanced for the best settings.
If four items above are well balanced, good times will result. |
|
|
 |
|
|
The standard settings (described in the manual) are intended for the
public. Accordingly, they do not suit particular rider's physique or
riding style and you may feel difficulties in driving depending on
course layouts.
First, sinkage associated with riding load of 1G and suspension stroke
after running should be determined, and then from these data spring
stiffness (rate/initial) suited for riders should be identified. |
|
|
 1G setting |
|
|
|
|
Riding 1G sinkage refers to front and rear suspension strokes given
when a equipped rider rides on a machine and places his/her arms on
the handle with the body slightly slanting to the front. Followings
are measurements of this stroke.
|
|
A) |
Measure the unloaded machine stroke. |
|
B) |
Measure the stroke given when an equipped rider rides on a machine
and places his/her arms on the handle with the body slightly
slanting to the front. If the value A) minus the value B) is 10 to
20mm, it is acceptable. |
|
|
|
|
Measurement points |
|
|
|
|
|
Front : |
Wrap the front fork with tie wraps and measure the
clearance to the axle holder upper surface. |
|
Rear : |
Measure the distance between the rear axle and the
seat bolts. |
|
|
|
|
|
About alterations when the 1G measured value is not within 10 to 20mm,
unlike item (B) above. |
|
|
|
|
|
1) |
1G stroke is too lower than the above values
Spring initial for both the front and rear should be released to
ensure strokes associated with slight loads at 1G. |
|
2) |
1G stroke is too higher than the above values |
|
|
|
|
 |
|
|
|
|
Advice
During spring pre-load setting, the front
and rear balance can be roughly determined by sinkage of the
front and rear suspension given when the tank is pressed
down at the rear end.
It is acceptable if the front and rear suspensions sinks by
the same amount at the same time when the tank is pressed
down.
Find the way of determining which meets your requirements. |
|
|
|
|
|
Note
Since the 2001 and 2002 year models RS250R are different in rear
suspension link characteristics, strokes at 1G tend to be lower.
First, run at the standard settings. |
|
|
|
|
 |
|
Selection of spring rates |
|
|
|
|
|
Spring pre-load settings should be made at 1G and strokes after
running should be checked. |
|
1) |
Stroke is too lower
Spring pre-load for both the front and rear should be released to
ensure strokes. |
|
2) |
1G stroke is too higher than the above values
Spring pre-load for both the front and rear should be increased to
adjust stroke. |
|
|
|
Suspension stroke position by year (unit: mm)
|
|
'97 |
'98 |
'99 |
'00 |
'01 |
'02 |
'03 |
'04 |
|
RS125R |
Front/R |
41.5 |
41.5 |
41.5 |
41.5 |
11.5 |
11.5 |
11.5 |
9.5 |
|
Front/L |
46.5 |
46.5 |
46.5 |
46.5 |
16.5 |
16.5 |
16.5 |
14.5 |
|
Rear |
2nd line from top |
|
RS250R |
Front |
6 |
6 |
6 |
6 |
12.5 |
12.5 |
12.5 |
12.5 |
|
Rear |
rubber position |
1st line from top |
Values in the table; for front, expressed by the
distance from bracket top surface.
Ideal position of remaining stroke settings by year
|
|
'97 |
'98 |
'99 |
'00 |
'01 |
'02 |
'03 |
'04 |
|
RS125R |
Front/R |
46.5 |
46.5 |
46.5 |
46.5 |
16.5 |
16.5 |
16.5 |
14.5 |
|
Front/L |
51.5 |
51.5 |
51.5 |
51.5 |
21.5 |
21.5 |
21.5 |
19.5 |
|
Rear |
2nd or 3rd line from bottom |
|
RS250R |
Front |
ca.11 |
ca.11 |
ca.11 |
19.5 |
17.5 |
17.5 |
17.5 |
17.5 |
|
Rear |
Middle |
Middle |
Middle |
Middle |
2/3 |
2/3 |
2/3 |
2/3 |
Values in the table (for front, expressed by the
distance from bracket top surface)
*Stroke ideal positions above are given for
informational purposes. |
|
|
|
|
You may have a difficulty in keeping a balance between 1G adjustment,
influencing portions not subject to relatively large loads, and actual
running settings of strokes, including maximum loads.
|
|
|
|
1) |
1G adjustment will cause too stiff suspension Reduce
spring rates |
|
2) |
1G adjustment will cause too soft suspension
Increase spring rates |
|
3) |
Changes when spring rates are altered |
|
|
|
|
|
 |
| |
Advice
Changes to spring rates will be accompanied by
changes in 1G, requiring readjustment.
Rate changes will be made one by one rank.
As the basic concept for suspension setting, making full use of
suspension stroke with controlling front and rear loads will allow
speedier cornering.
Too stiff suspension with no movement will cause you to have a
problem in taking a cornering chance. |
|
Identify differences from initial changes and use
them properly. |
|
|
|
|
Basic body position |
|
|
|
|
The position at the basic (static) state, including slanting forward or
rearward, will largely control the machine characteristics.
1)Characteristics by body positions
|
|
|
•Flat position |
 |
|
This is the standard position.
There is no specialized characteristics, having well balanced
overall specifications.
However, it may have a problem in controlling the machine depending
upon course layouts or riding style. |
|
|
|
•Slanting forward position |
 |
|
In this position, the front has a larger load
distribution. It provides a good turning capability, but, when at
extremely slanted, you have a difficulty in controlling when loads
are applied to the front during braking.
Unless loads to the rear are actively controlled, the rear tires may
be slippery. |
|
|
|
•Slanting rearward position |
 |
|
The position of slanting rearward tends to provide
dullness in approaching a corner although it gives stability.
It is effective against excessive loads to the front on descending
corners. However, since it will result in degraded turning ability
(especially for throttle on), and extremely rearward slanting
position will cause under-steering at a corner, resulting in worse
lap time. |
|
|
|
•High position |
 |
|
High position at both the front and rear improves
turning capability, but may provide unstable factors including
fore-and-aft pitching.
It gives slightly heavy falling feel at the beginning of falling,
and when falling begins, it causes more and more falling force. |
|
|
|
•Low position |
 |
|
Low position at both the front and the rear degrades
turning capability opposed to the high position, but allows you to
easily make a chance to fall, providing light banking feel. |
|
|
 |
|
The figure to the left helps understand the
characteristics caused by changing height, showing two rods, with
weights installed at the tip, are well balanced on your palm.
In this figure, the longer rod (means a high position) has slower
speed in beginning to fall, which allows you to easily take a
balance, but when falling, has more and more speeds and force.
The shorter rod (low position) has higher speeds when beginning to
fall. |
|
|
|
|
|
2)Ride height adjustment setting flow chart
|
|
|
•Insufficient turning capability |
|
Symptom |
 |
Degraded turning capability during
cornering |
|
|
|
|
Cause |
Position slants rearward, causing
insufficient caster angles |
|
|
|
|
Counter-measure |
Increase front projection and
heighten rear height to increase caster angles |
|
•Steering ability |
|
Symptom |
|
When cornering during braking, the
front steers inner. |
|
|
|
|
Cause |
Excessive front load. Too high caster
angles |
|
|
|
|
Counter-measure |
Reduce front projection and lower
rear vehicle height to reduce caster |
|
•Shaky handle |
|
Symptom |
|
Handle shakes during rising from a
corner. |
|
|
|
|
Cause |
Insufficient front load |
|
|
|
|
Counter-measure |
Increase front projection and rear
vehicle height to move loads |
|
|
|
|
|
Advice
Adjustment should always be made in unit of mm (2 to
3mm). Setting changes should not be made at two or more locations
for the same purpose (e.g. for both increasing projection and
heightening rear vehicle height) |
Note
Not only vehicle height but also suspension stroke
will largely influence the symptoms above.
When complaints are found, settings should be made taking into
account overall positions including strokes. |
|
|
|
|
Damping adjustment |
|
|
|
|
|
Flow chart of setting by damper adjustment |
|
• |
Unstable during braking |
|
|
Symptom |
|
Becomes unstable during braking. |
|
|
|
|
Cause |
Insufficient front compression and
rear tension causes too quick position changes. |
|
|
|
|
Counter-measure |
Increase damping for front
compression side and increase damping for rear tension side. |
|
|
|
• Lack of turning ability |
|
Symptom |
|
Under-steer during rising at a
low-speed corner. |
|
|
|
|
Cause |
Insufficient front tension and rear
compression causes too quick position changes. |
|
|
|
|
Counter-measure |
Increase damping for front tension
side and increase damping for rear compression side. |
|
|
|
• Restless |
|
Symptom |
|
Machine becomes restless during
steering or throttle on/off |
|
|
|
|
Cause |
Insufficient damping |
|
|
|
|
Counter-measure |
Increase damping |
|
|
|
• Strong pushing up |
|
Symptom |
|
Rough ride and no road holding feel |
|
|
|
|
Cause |
Too high damping |
|
|
|
|
Counter-measure |
Decrease damping |
|
|
|
|
|
Advice
Damper setting changes should always be made one by
one point. If more than two points are changed at the same time, it
is difficult to confirm effects resulting from setting changes.
New suspension running in can be completed sooner by completely
releasing damping at first for large strokes.
Springs/vehicle height settings act as bearing loads even at
stationery states, but dampers become operative only when
suspensions move. |
Note
Damping varies largely with oil viscosity. Also,
damping feel may vary largely with oil types even if they have the
same oil viscosity. So, when you ask about settings, it is necessary
to make sure oil viscosity and even oil manufacturer name.
|
|
|
|
|
Oil level adjustment |
|
|
|
|
Suspension units, because of being airtight, provides
air suspension effects when compressed causing inside air to be
compressed. The front suspension is designed to determine spring
constant by using both inner springs and air springs. For this, it
provides more reactive force at near full strokes (when air is
compressed).
Accordingly, oil level adjustment is used to change the amount of oil,
thereby causing inner air volume to be changed, allowing setting at the
innermost of strokes.
Hybrid spring characteristic generated by Coil spring and Air spring.
|
|
|
|
|
Advice
Since air springs produces more reactive force in
the latter half of stroke, it will be used for setting when drastic
stroke changes occur like braking. |
|
|
|
|
|
Flow chart of setting by oil level adjustment
|
|
|
• Bottoming |
|
Symptom |
|
There is no problem with suspension
setting at corners, but bottoming occurs during braking. |
|
|
|
|
Cause |
Insufficient force at the innermost
of strokes during hard braking |
|
|
|
|
Counter-measure |
Heighten oil level (by 5mm unit) |
|
|
|
|
|
Note
Since changes in air volume largely affect air spring
characteristics, oil increase or reduction should be made by units
of 5mm or less. |
|
|
|
|
Other notes on suspension settings |
|
|
|
|
|
• |
Front suspension inner pressure adjustment |
|
|
Front suspension, when stroked repeatedly, will cause suspension
inner air amount to be changed, resulting in changed inner pressure.
For this reason, since settings are changing every time you ride on
a machine, the inner pressure should be periodically adjusted. |
|
|
|
• |
Settings associated with ambient temperature changes |
|
|
Changes in ambient temperatures will cause suspension inner oil
viscosity to be largely changed, needing resetting.
Ambient temperatures at 5°C or less in mid-winter will harden inner
oil, while ambient temperatures at 30°C or more in mid-summer will
largely lower oil viscosity, resulting in a problem with damping. |
|
|
|
• |
Suspension split-tightening |
|
|
Top bridge, bottom, and axle should be tightened to specified
torque. Oil should not be applied and tightening should be made at
dry conditions.
(top bridge: 2.3kgf.m, bottom bridge: 2.3kgf.m, axle: 2.2kgf.m) |
|
